Starting mechanism for engines or motors.



No. 779,216. PATENTED JAN. 3, 1905. W. HAGSPIEL.

STARTING MECHANISM FOR ENGINES 0R MOTORS.

APPLICATION IILED HOV. s, 1903.

2 SHEETS-BHEET 1.

No. 779,216. PATENTED JAN. 3, 1905 W. HAGSPIEL.

. STARTING MEGHANISM FOR ENGINES OR MOTORS.

APPLICATION FILED 30v. e, 1903.

BSHEETS-BHEBT 2.

Patented January 3, 1905.

UNITED STATES PATENT OFFICE.

WILHELM HAGSPIEL, OF LUDIVIGSBURG, GERMANY.

STARTING MECHANISM FOR ENGINES OR MOTORS.

SPECIFICATION forming part of Letters Patent No. 779,216, dated January 3, 1905.

Application filed November 6, 1903. Serial No. 180,076.

To all whom it may concern:

Be it known 'that I, WILHELM HAGSPIEL, manufacturer, a citizen of the Empire of Germany, and a resident of 10 to 12 Imbroderstrasse, Ludwigsburg, WViirtemberg, in the German Empire, have made certain new and useful Improvements in Starting Mechanism for Engines or Motors, of which the following is a specification.

This invention relates to improvements in thestarting mechanism for engines or motors for which application was made on July 24, 1903, Serial No. 166,909.

In practice it has been found that the starting-lever for large motors does not permit the operator to effectively utilize the full power for starting the main crank-lever, in consequence of the power being distributed over two handles, and, further, that a portion of the available power is absorbed in holding together the handles of the main and auxiliary crank-levers.

Now the object of the present invention is to enable the operator to utilize his full power over the crank-handle in starting the motor and, furthermore, to avoid risk of injury to the operator which may arise either from overrunning or from a reversal or back thrust of the shaft. In the event of a reversal or back thrust the crank-lever is immediately thrown out of action, owing to the clutch-pieces act-ing in one direction only.

In known starting systems the crank-lever is moved axially by means of a ratchet-clutch, the consequence being that there is an important difi'erence of power between the motor and the starting crank-lever, as the parts to be releasedthat is, the faces ofthe clutch are pressed toward each other with greater force, and hence great friction results between the two faces. It is not, however, only a question of greater power for disengaging the starting crank-lever, but what is of still more importance is that the expenditure of time necessary for disengagement increases the liability to accidents and injuries.

A suitable arrangement of starting mechanism constructed according to this invention is illustrated, by Way of example, in the annexed drawings, wherein Figure 1 is a side view showing the mechanism in gear; and Fig. 2 is a similar view, but with the mechanism out of gear. Figs. 3 and a are side views of the coupling-sleeve, detached and provided with slots for guidebolts carrying die pieces or ferrules. Fig. 5 is a transverse section of the shaft and coupling-sleeve.

The crank-lever a and coupling-sleeve dare substantially similar to the corresponding parts in the previous arrangement above referred to; but in the present instance the auxiliary handle of the coupling-sleeve is dispensed with, and in its stead I employ a crown toothed wheel 2, rigidly connected with the motor-frame, but not participating in the rotary movement of the motor-shaft or of the crank. This sleeve 2' is provided with a slot 7, inclined upward and toward the left and having its lower end enlarged. Engaging this slot is a guide-bolt 5, provided with a rotatable die-piece 6. WVhen the mechanism is in gear, as in Figs. 1 and 3, the bolt and die-piece are at the enlarged end of the slot. Connected to the diepiece 6 is a pawl 1, formed in two parts, hinged together at i, which under the action of the spring 3, in combination with the hinge 4, and on the turning of the starting mechanism, passeslightly over the teeth of the wheel 2 and engages the spaces between the teeth. The die-piece 6 has one or two flats on it, the distance between which corresponds with the width of the guide-slot 7 The working is as follows: Should premature firing or sparking take place, there will be a reversal or back thrust of the motor-shaft and the starting-lever a will move backward. The pawl 1 (which is rigidly fixed to the diepiece 6) will then be held fast by its engagement with a tooth of the wheel 2, and the diepiece will consequently be held stationary. Its flattened sides will enter the slot 7 of the rotating sleeve z', and the clutch-pieces a, together with the said sleeve, will thereby be instantly withdrawn from action.

The arrangement shown in the drawings is for a shaft revolving in the direction of the hands of aclock; but for shafts rotating in the opposite direction the construction would be reversed accordingly. The improved mechanism has the further advantage that starting can be effected only when the safety arrangement for reversals is in perfect working order, as then the die-piece 6 is in engagement with the narrow part of the slot 7, so that should there be a reversal the clutchpiec'esn will merely move back in the slots in the cranklever a, and thislatter will remain stationary.

Having now particularly described and ascertained the nature of my said invention and in What manner the same is to be performed, I declare that what I claim is 1. In a starting mechanism for engines, the combination of a shaft, a-starting element for said shaft normally ineffective, a hand-lever having a sleeve for moving the starting element into its effective position, means for preventing relative motion of the said lever and shaft-starting element when the former is manipulated, said shaft having means serving to automatically return the starting element to its normal ineffective position on the initial motion of the shaft, a clutch-wheel surrounding the shaft and means carried by the starting element and engaging the said wheel for locking the starting element and hand-lever to an ineffective position when the shaft rotates in a reverse direction.

2. In a starting mechanism for engines, the combination of a rotary shaft, an oscillating sleeve having a crank-lever, a member carried by said sleeve for engaging the shaft, means for laterally moving said member, a station-- ary clutch-wheel surrounding said shaft and means carried by the sleeve for engaging the clutch-wheel to automatically release the memher from said shaft on a reverse movement of the same.

3. In a starting mechanism for engines, the combination of a rotary shaft, a hand-lever having an extension, a sleeve mounted on said extension with means to engage the shaft, means cooperating with the hand-lever for laterally moving the said sleeve, a clutch-wheel surrounding the shaft and means carried by the sleeve and engaging the clutch-wheel for limiting the backward movement of the handlever when said shaft rotates in a reverse direction.

4. In a starting mechanism for engines, the combination of a shaft, a hand-lever having an extension, a sleeve carried thereby and having projections to engage the shaft, a guidebolt on said extension for engaging the sleeve to move the same laterally for engaging the shaft, a stationary clutch member surrounding the shaft, a pawl for engagement with said member to release the sleeve when the shaft rotates in a reverse direction.

5. In a starting mechanism for engines, the combination of a rotary shaft, a hand-lever having a hub, a sleeve loosely carried on said hub with means for engaging the shaft and provided with a slot, a guide-bolt carried by said hub for engagement with the slot to impart lateral movement to said sleeve.

In witness whereof I have hereunto set my hand in presence of two witnesses.

WILHELM HAGSPIEL.

Witnesses:

PAUL 'E. GOLDSOHIMODY, ERNST EUTENMA. 

